f. Corrosion Inhibitor/lubricity Improver Additive. A corrosion inhibitor/lubricity improver (CI/LI) additive in
accordance with MIL-PRF-25017 shall be blended into the F-34 (JP-8) grade fuel by the contractor. The CI/LI addi-
tive is optional for F-35. The amount added shall be equal to or greater than the minimum effective concentration and
shall not exceed the maximum allowable concentration listed in QPL-25017. The contractor or transporting agency,
or both, shall maintain and upon request shall make available to the Government evidence that the CI/LI additives
used are equal in every respect to the qualiication products listed in QPL-25017. The point of injection of the CI/LI
additive shall be determined by agreement between the purchasing authority and the supplier.
g. Fuel System Icing Inhibitor. The use of a fuel system icing inhibitor shall be mandatory for JP-8 and shall
be in accordance with MIL-DTL-85470. The point of injection of the additive for JP-8 shall be determined by agree-
ment between the purchasing authority and the supplier. The fuel system icing inhibitor is not to be added to NATO
F-35 unless so directed by the purchasing authority.
h. Thermal Stability Improver Additive Due to logistic concerns, personnel at the operating location shall
request written approval from the cognizant activity to add a thermal stability improver additive to the fuel. If approval
is given, the concentration of the additive and location of injection shall be speciied by the cognizant service activity
listed below. JP-8 fuel with an approved thermal stability improver additive at the required concentration shall be
designated as JP-8+100. Thermal stability improver additive shall not be used in JP-8 without approval, in writing,
US Army Ground: Fuels and Lubricants Technology Team, RDECOM-TARDEC, RDTA-DP, Building
210, 6501 E. 11 Mile Road, Warren, MI 48397-5000.
US Army Aviation: US Army RDECOM, Attn: RDMR-AEP, Building 4488, Room C-211, Redstone Ar-
senal, AL 35898-5000.
a. When changing from one type of authorized fuel to another, for example JP4 to JP-5, it is not necessary to
drain the aircraft fuel system before adding the new fuel.
Fuels having the same NATO code numbers are interchangeable.
c. Fuel controls and fuel low dividers that are adjustable externally on some engines may require retrimming
or readjustment for optimum performance when changing over to a fuel with a different speciic gravity. The ap-
plicable aircraft operating and maintenance instruction manuals should be consulted for additional information and
procedures. Occasionally, alternate fuels will be used in engines with fuel controls set for one speciic fuel. Jet fuels
conforming to ASTM D1655 speciication may be used when MIL-DTL-5624 fuels are not available. This usually
occurs during cross country lights where aircraft using NATO F-44 (JP-5) are refueled with NATO F-40 (JP-4) or
commercial ASTM Type B fuels. Whenever this condition occurs, the engine operating characteristics may change
in the lower exhaust gas temperatures (EGT). Slower acceleration, lower engine speed, easier starting, and shorter
range may be experienced. The reverse is true when changing from F-40 (JP-4) fuel to F-44 (JP-5) or commercial
ASTM Type A-1 fuels. Speciic gravity adjustments in fuel controls and low dividers shall be set for the type of fuel
used. Most commercial turbine engines will operate satisfactorily on either kerosene or JP-4 type fuel. However,
the difference in speciic gravity may possibly require fuel control adjustments; if so, the recommendations of the
manufacturers of the engine and airframe are to be followed. Also, if the fuel quantity gage is calibrated in pounds,
changing to fuels of different speciic gravity will cause the fuel gage to be in error.
a. In early FY11, DA directed PEO AVN to certify Army air platforms for use of non-petroleum based fuel
blends. PEO AVN, the Cargo and Utility PMs, and the Aviation Engineering Directorate (AED) have completed
testing, satisfying that requirement for blends using Fischer-Tropsch Synthetic Parafinic Kerosene (FT-SPK) and
JP-8. FT-SPK uses coal, natural gas and bio mass as its feedstock. In the process of certifying FT-SPK blends,
the Army also initiated certiication of bio-renewable fuels, Hydroprocessed Esters and Fatty Acids (HEFA). HEFA is
based on more environmentally acceptable, renewable feedstock but is believed to have cost and crop availability
concerns. The JP-8 speciication MIL-DTL 83133 includes blends with both FT-SPK and HEFA. Other alternative
fuels are being considered for certiication and will be added to MIL-DTL-83133 only after approval.